DOCSLIB.ORG

ULTILAYER Full Brochure

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
ULTILAYER Full Brochure LAYER The ultimate solution to reflective cracking and road surface deformation Tarmac ULTILAYER The Highways Agency and Local A proven alternative to conventional Authorities spend millions of pounds bituminous road surfacing materials, provides enhanced on repair and maintenance work ULTILAYER combines outstanding resistance to reflective every year. flexibility and strength to deliver long-term durability, even on cracking and road Despite this, on difficult sites the the most difficult sites where same problems continue to recur, surface deformation. conventional materials have failed. often within months of the work being completed. ULTILAYER contains a high performance Polymer Modified To meet this challenge Tarmac has Binder (PMB), which is used in developed a high performance combination with carefully designed asphalt that solves two of the most aggregate grading to provide an persistent and costly problems to ultra-high performance asphalt. affect UK road maintenance. ULTIMATE RESULTS HOW IT WORKS ULTILAYER contains a high performance Polymer Modified Binder (PMB), which is used in combination with carefully designed aggregate grading to provide an ultra-high performance asphalt. No need for full depth Faster construction time Less disruption to Enhanced resistance to reflective cracking construction The fewer layers that are removed, road users In most cases only the surface layer the quicker the job can be Faster construction times keep busy Reflective cracking is caused by movement in underlying concrete layers, poor or the surface layer and binder course completed. Replacing two layers roads moving, minimising disruption foundation or movement of the underlying ground. This is particularly a problem needs to be removed and replaced. with one can substantially reduce the and reducing congestion. in evolved carriageways which were not designed to carry today’s heavy traffic programme time. loadings or where concrete has been overlaid with asphalt, but continues to move either through thermal movements or as a result of poor foundations. If left untreated reflective cracks can allow water into the pavement causing further weakening of the Lower construction costs Longer-lasting results More sustainable entire structure. ULTILAYER is far more cost- Very strong, yet highly flexible, it All Tarmac products are ULTILAYER is more flexible than conventional asphalt due to the elasticity of the effective than deep reconstruction is able to withstand the pressure manufactured in the UK and certified PMB. As a result, the risk of reflective cracking damaging roads that have been and doesn’t require the use of of constant heavy traffic and under BES 6001 Responsible resurfaced or reconstructed with ULTILAYER is significantly reduced. expensive geotextiles. compensate for movement in Sourcing. ULTILAYER is also designed underlying concrete layers and the to be more durable than conventional Improved resistance to pavement deformation ground beneath the road. materials making it a more sustainable Much of the UK’s aging road network was not built for today’s traffic volumes. long-term solution. Increased traffic levels, heavy loads and the use of super single tyres can cause Improved Durability on rutting along the wheelpaths, increasing the risk of accidents for both road users and Roundabouts pedestrians. ULTILAYER provides a stronger, more durable road surface, reducing the risk of 10mm ULTILAYER has a proven deformation reoccurring. record of use on heavily trafficked roundabouts to resist pavement deformation and premature wear. For more details on specific schemes, see the case studies on the Ultilayer page of our website. Oxford and Regent Alderminster Road, “Traditional pavement design and Street, London Warwickshire materials were not viable options. We have achieved a high quality road pavement, which will provide CHALLENGE CHALLENGE long-term value for money.” Severe rutting and cracking has been a Reflective cracking is a persistent problem Rakesh Vaghela. persistent problem for many years due to a on roads across Warwickshire due to Assistant Service Manager for Highways, inherent underground movement, which is combination of very heavy bus trafficking Westminster City Council. and the poor condition of underlying caused by high concentrations of clay in the lean concrete. natural substrate. SOLUTION SOLUTION After discussions with Westminster City Half of the contract utilised the traditional Council, a 10mm ULTILAYER binder course approach of 55/10 HRA S/C 100/150pen and a 10mm ULTILAYER surface course and the other half ULTILAYER. After three were selected as an alternative to deeper months, significant cracking was clearly reconstruction, which would have resulted in visible in the HRA. The area surfaced with severe disruption in one of the busiest parts ULTILAYER showed no sign of fatigue. of the city. RESULT RESULT The use of ULTILAYER reduced voids and ULTILAYER has demonstrated excellent increased flexibility, reducing reflective ULTIMATE CONFIDENCE performance to date. Four years after cracking and improving durability. Coventry City Council has it was laid there is no sign of deformation laid over 12,000 tonnes of ULTILAYER on sites across or surface cracking. Warwickshire and Coventry. No two roads are exactly the same. That’s why our Tarmac experts personally inspect and diagnose every project. This enables us to recommend the ultimate solution to meet each client’s exact requirements and budget. Typical Applications ULTILAYER has the same surface texture and profile as conventional asphalt, and performs equally well when it comes to noise minimisation, spray reduction and skid resistance. As a result it is suitable for a wide range of applications from residential streets, to heavily trafficked roads. ULTILAYER is only available for installation by accredited contractors who have full access to our expert training, advice and technical support or by our own expert Contracting division. This ensures it is laid to the highest EXPERT ADVICE industry standards. AND SUPPORT ULTILAYER is also available with ULTILOW binder technology, for improved sustainability, better on-site visibility, shorter programme times and earlier reopening to traffic. Ask your local Tarmac representative for details. Texture Depth Material Application (mm) ULTILAYER 6 Low traffic volumes, housing estates, car parks 0.8 – 1.0 ULTILAYER 10 Higher traffic volumes, higher stress 1.0 – 1.2 ULTILAYER 14 Higher traffic volumes, higher speed, medium stress 1.2 – 1.4 ULTILAYER 20 Housing estates, deeper construction 100mm inlay alternative* 1.4 – 1.6 *Thickness can be increased up to approximately 100mm, but caution should be taken with regard to ride quality and compaction. SCOTLAND Bellshill Satellite 01698 575 500 NORTH EAST Birtley Regional 0191 492 4000 OUR SUPPORT MORE ANSWERS For more information about Tarmac FAQs ULTILAYER contact your local regional office or visit tarmac.com What is the difference How does it increase Why does it reduce the risk How does it reduce between ULTILAYER and resistance to reflective of pavement deformation? construction time? For all Tarmac Contracting enquiries contact: conventional asphalt? cracking? Carefully designed aggregate In many cases ULTILAYER can ULTILAYER contains a high ULTILAYER’s improved flexibility grading in combination with be used as an alternative to full 01773 815 100 performance Polymer Modified means that it is less susceptible the Polymer Modified Binder depth construction. One layer Binder (PMB), which is used to cracking caused by movement provides very high rut resistance. of ULTILAYER can be used to MIDLANDS in combination with carefully in the ground beneath the replace both the surface and Mountsorrel Regional binder course, which virtually designed aggregate grading foundation course. 0116 264 8540 to provide a dense, high binder halves the construction time. content mix. This significantly improves both flexibility and durability. WALES Hendy Satellite 01443 227 552 What are the potential How long will it last? What technical support will What are the efficiency benefits? Every project is different. I receive? sustainability benefits? For contractors, less time on However, ULTILAYER has been Tarmac’s team of experts will ULTILAYER is manufactured site means lower labour and proven on some of the UK’s carry out a full site survey and using responsibly sourced equipment costs, whilst their busiest and most problematic recommend the most appropriate materials in accordance with customers benefit from longer- roads, including Oxford Street course of action to meet your BES 6001 standards. It is also SOUTH WEST Stancombe Satellite LONDON & SOUTH lasting roads that require less in London where it has been in requirements and budget. produced at lower temperatures 01275 464 441 Snodland Office maintenance. place for four years. than conventional asphalt, 0208 896 5760 saving energy and reducing carbon emissions. SBN/0220 Portland House Bickenhill Lane Solihull Birmingham B37 7BQ TARMAC.COM UNREGISTERED CBP0001612003121941 All ‘ULTI’ prefixed brand names, 'Tarmac' the 'circle logo' are all registered trademarks. ©2020 Tarmac Trading Limited..
Load more

Recommended publications
  • Brick Streets Plan
    BRICK STREETS PLAN City of Rock Island Community & Economic Development Department Planning & Redevelopment Division Rock Island Preservation Commission Adopted 1988 by Rock Island City Council Amended: January 23, 2012 August 22, 2011 March 28, 2005 April 10, 2000 May 12, 1997 September 14, 1992 Rock Solid. Rock Island. 1899 - The first brick pavement was laid in the Tri-Cities on the corner of Twentieth Street and Second Avenue, Rock Island. The first brick was placed by Mayor William McConochie. Civil Engineer for the project was H.G. Paddock. -- From Historical Souvenir of Moline and Vicinity, 1909 TABLE of CONTENTS Executive Summary ..................................................................................... 3 Prioritization List ........................................................................................... 5 Map of Brick Streets ..................................................................................... 6 Methodology ................................................................................................ 9 History of Brick Street Construction in Rock Island ...................................... 10 Condition of Brick Streets ............................................................................. 13 Utilities and Brick Streets ............................................................................. 17 Street Standards .......................................................................................... 18 Owner-Occupancy Along Brick Streets .......................................................
    [Show full text]
  • PASER Manual Asphalt Roads
    Pavement Surface Evaluation and Rating PASER ManualAsphalt Roads RATING 10 RATING 7 RATING 4 RATING PASERAsphalt Roads 1 Contents Transportation Pavement Surface Evaluation and Rating (PASER) Manuals Asphalt PASER Manual, 2002, 28 pp. Introduction 2 Information Center Brick and Block PASER Manual, 2001, 8 pp. Asphalt pavement distress 3 Concrete PASER Manual, 2002, 28 pp. Publications Evaluation 4 Gravel PASER Manual, 2002, 20 pp. Surface defects 4 Sealcoat PASER Manual, 2000, 16 pp. Surface deformation 5 Unimproved Roads PASER Manual, 2001, 12 pp. Cracking 7 Drainage Manual Patches and potholes 12 Local Road Assessment and Improvement, 2000, 16 pp. Rating pavement surface condition 14 SAFER Manual Rating system 15 Safety Evaluation for Roadways, 1996, 40 pp. Rating 10 & 9 – Excellent 16 Flagger’s Handbook (pocket-sized guide), 1998, 22 pp. Rating 8 – Very Good 17 Work Zone Safety, Guidelines for Construction, Maintenance, Rating 7 – Good 18 and Utility Operations, (pocket-sized guide), 1999, 55 pp. Rating 6 – Good 19 Wisconsin Transportation Bulletins Rating 5 – Fair 20 #1 Understanding and Using Asphalt Rating 4 – Fair 21 #2 How Vehicle Loads Affect Pavement Performance Rating 3 – Poor 22 #3 LCC—Life Cycle Cost Analysis Rating 2 – Very Poor 23 #4 Road Drainage Rating 1 – Failed 25 #5 Gravel Roads Practical advice on rating roads 26 #6 Using Salt and Sand for Winter Road Maintenance #7 Signing for Local Roads #8 Using Weight Limits to Protect Local Roads #9 Pavement Markings #10 Seal Coating and Other Asphalt Surface Treatments #11 Compaction Improves Pavement Performance #12 Roadway Safety and Guardrail #13 Dust Control on Unpaved Roads #14 Mailbox Safety #15 Culverts-Proper Use and Installation This manual is intended to assist local officials in understanding and #16 Geotextiles in Road Construction/Maintenance and Erosion Control rating the surface condition of asphalt pavement.
    [Show full text]
  • Pavement Mgmt Plan Street Listing
    Town of Ashburnham Pavement Management Data 1/7/2021 Key REMINDER Town Accepted - Inspected It's important to keep the following in mind when reviewing this plan. State Roads Each fiscal year is subject to changes for any or all of the following reasons. Town Accepted - Gravel • Budget increases or decreases Town Accepted - Scenic Roads • Not receiving applied for grant monies Private • Changes to material costs RSR = Road Surface Rating • Unexpected changes to the condition of a particular road TIP = MA Transportation Improvement Program • Subject to funding allocation (Capital Plan) TOWN ACCEPTED INSPECTED Street Name Street Segment From Street RSR Repair Method Est. Cost Func. Class Estimated Action ACADEMY STREET ACADEMY ST-01 CENTRAL ST 99.23 No Maintenance Required $0.00 Local Completed ACADEMY STREET ACADEMY ST-02 PLEASANT ST N 99.23 No Maintenance Required $0.00 Local Completed AMES AVENUE AMES AVE CENTRAL ST 11.13 Major Rehabilitation $30,394.54 Local Cul De Sac/Dead End ASHBY ROAD ASHBY RD-01 CHAPEL ST 87.73 Routine Maintenance $6,852.38 Major Collector ASHBY ROAD ASHBY RD-02 STOWELL RD 89.73 Routine Maintenance $8,518.91 Major Collector ASHBY ROAD ASHBY RD-03 HOLT RD 91.73 Routine Maintenance $6,049.28 Major Collector ASHBY ROAD ASHBY RD-04 OLD ASHBY RD 96.73 No Maintenance Required $0.00 Major Collector Completed ASHBY ROAD ASHBY RD-05 OLD STEELE RD 96.73 No Maintenance Required $0.00 Major Collector Completed ASHBY ROAD ASHBY RD-06 RINGE TPKE 96.73 No Maintenance Required $0.00 Major Collector Completed BIRCHWOOD TERRACE
    [Show full text]
  • Road Surface Quality: What Road Users Want from Highways England November 2017 Road Surface Quality: What Road Users Want from Highways England
    Road surface quality: what road users want from Highways England November 2017 Road surface quality: what road users want from Highways England Anthony Smith Jim O’Sullivan Chief Executive Chief Executive Transport Focus Highways England Foreword ransport Focus research in 2015 showed that not something separate. They prefer asphalt roads T surface quality was road users’ top priority for to concrete ones, partly because they are quieter improvement to England’s motorways and major to drive on. ‘A’ roads1, by some margin. But what wasn’t clear Highways England believes a connected was exactly which aspects of the surface users country is better for everyone. The company works wanted to be improved and why. hard to deliver the safest, smoothest, most Transport Focus and Highways England have reliable connections possible. In 2015/2016 therefore worked together to research just that. 1471 lane miles of resurfacing was carried out Our purpose being to ensure that the views of – 23 per cent higher than the original target. those using the roads shape decision-making in But Highways England is not complacent. this area. That’s why Transport Focus and Highways England The research shows that what road users want are both using this research to help inform the is not complicated. They want a surface without Government’s second Road Investment Strategy dips, bumps, potholes, undulations or deep ruts (RIS 2), covering 2020-25. Separately, Highways – in other words continuously smooth. They also England is considering the recommendations want clearer white lines and ‘cats eyes’, which Transport Focus has made in light of this users regard as part of the surface and research.
    [Show full text]
  • Gravel Roads Maintenance & Frontrunner Training Workshop
    A Ditch In Time Gravel Roads Maintenance Workshop 1 So you think you’ve got a wicked driveway 2 1600’ driveway with four switchbacks and 175’ of elevation change (11% grade) 3 Rockhouse Development, Conway 4 5 6 Swift River (left) through National Forest into Saco River that drains the MWV Valley’s developments 7 The best material starts as solid rock that is drilled & blasted… 8 Then crushed into smaller pieces and screened to produce specific size aggregate 9 How strong should it be? One big truck = 10,000 cars! 10 11 The road surface… • Lots of small aggregate (stones) to provide strength with a shape that will lock stones together to support wheels • Sufficient “fines,” the binder that will lock the stones together, to keep the stones from moving around 12 • The stone: hard and uniform in size and more angular than that made just from screening bank run gravel 13 • A proper combination of correctly sized broken rock, sand and silt/clay soil materials will produce a road surface that hardens into a strong and stable crust that forms a reasonably impervious “roof” to our road • An improper balance- a surface that is loose, soft & greasy when wet, or excessively dusty when dry (see samples) 14 One way to judge whether gravel will pack or not… 15 Here’s another way… 16 Or: The VeryFine test The sticky palm test As shown in the Camp Roads manual 17 • “Dirty” gravel packs but does not drain • “Clean” gravel drains but does not pack 18 Other road surfacing materials: • Rotten Rock- traditional surfacing material in the Mt Washington Valley
    [Show full text]
  • Advance Traffic Markings ATM Installation Road Surface Guide
    Advance Traffic Markings ATM Installation Road Surface Guide Advance Traffic Markings P.O. Box H Roanoke Rapids, NC 27870 Phone: 252-536-2574 Fax: 252-526-4940 Introduction _____________________________________________________________ This Road Surface Guide is to help determine the suitability of pavements for the application of ATM Marking Tapes. It describes a wide variety of pavement conditions from newly treated to severely distressed and a recommendation for application of ATM Marking Tapes. Further Information For more information or road conditions not covered in this guide, please contact Advance Traffic Markings, 252-536-2574. How to Use This Guide _____________________________________________________________ The first part of this guide describes common surfaces and gives application recommendations for them. The remaining pages describe distressed surfaces with visual examples. This guide also addresses applications over oil drip zones and existing markings. The distress pages are formatted as follows: Type of Distress – The name or type of distress as it is commonly known. Description – A brief description of the distress and its most common physical appearance. Application Recommendations – Recommendations for the application of Advance Traffic Markings Pavement Marking Tapes. This is the recommendations for the distressed or affected portion of the road. A more complete examination of the entire roadway and types of other distresses should also be considered when using this guide. Asphalt Surfaces _____________________________________________________________ There are different types and textures of asphalt surfaces in which markings are applied. They vary greatly from one place to another. This is mainly due to the fact that some states have different standards than others and sometimes rely on what is locally available.
    [Show full text]
  • Surface Pavement Materials Used Ion Urban Areas
    Session 4 - Specific techniques and innovation Paper : Pavement surface materials used in urban areas Authors : Egbert BEUVING (EAPA) - Netherlands Jean-Paul MICHAUT (COLAS) - France Pavement surface materials used in urban areas -The range of urban materials- Egbert Beuving (EAPA) and Jean-Paul Michaut (COLAS) Summary A wide variety of pavement surface materials have been used in urban areas. The choice of the surface material depends on a range of rational and irrational arguments. In former days the availability of the materials was a dominant factor. Nowadays a broad scale of materials is available and functional requirements play an important role in the decision for a certain pavement type and surface layer now. The materials available are: • Bituminous bound materials (asphalt concrete, mastic asphalt) • Cement bound materials (concrete, concrete elements) • (Small) paving elements (block pavers, modular materials, stone, terracotta) • Composite pavements (a combination of the above mentioned ones) In urban areas there is a wide variety of pavement users, as there are: pedestrians, wheelchair- users, parents with prams, roller-skates, bicyclists, scoot-mobiles, motorists, passenger cars and trucks. The choice of the surface material depends on the (functional) requirements. Some of these requirements are the same as for highways; other ones might depend on the local situation. Additional requirements for urban areas might be a certain surface texture or colour for a certain image, easy to repair to guarantee the accessibility of houses, shops and other buildings, noise reducing, open for water infiltration, smooth to avoid vibrations and easy to open for accessing sewerage, gas and water systems. There might also be a need for flexible materials for creating ramps, roundabouts, cables and wiring.
    [Show full text]
  • Practical Guide to Street Works Operatives and Supervisors Under the New Roads and Street Works Act 1991
    This guide provides practical advice to assist good workmanship and promote the highest standards of reinstatement by site Practical Guide to Street Works operatives and supervisors under the New Roads and Street Works Act 1991. It is NOT a replacement or abbreviated version of the Code of Practice, Specification for the Reinstatement of Openings in Highways (Second Edition [England], June 2002). Information is presented in the order that a reinstatement is undertaken, from signing, excavating, reinstating and then leaving a completed job. Each section is typically broken down to cover: • Specification details • checks, with hints and tips of what to look out for • a list of tasks to be completed • health and safety issues to be aware of. £9.95 www.tso.co.uk 5527465X_PGTSW cover_Vn1_0.indd 1 18/4/06 10:42:01 Practical Guide to Street Works Compiled and designed by TRL Limited on behalf of the Department for Transport and in consultation with HAUC (UK) June 2006 London: TSO Published by TSO (The Stationery Office) Department for Transport and available from: Great Minster House 76 Marsham Street Online London SW1P 4DR www.tsoshop.co.uk Telephone 020 7944 8300 Web site www.dft.gov.uk Mail,Telephone, Fax & E-mail TSO © Queen’s Printer and Controller of Her Majesty’s PO Box 29, Norwich, NR3 1GN Stationery Office, 2006, except for the following: Telephone orders/ • extracts from the Specification for the General enquiries: 0870 600 5522 Reinstatement of Openings in Highways (Second Fax orders: 0870 600 5533 Edition [England], June 2002), highlighted in yellow, E-mail: [email protected] which are Crown copyright; Textphone 0870 240 3701 • photographs, which have been provided by Bomag, NJUG,Terex,TRL Limited and Wacker (Great TSO Shops Britain) Limited; 123 Kingsway, London,WC2B 6PQ 020 7242 6393 Fax 020 7242 6394 • other illustrations.
    [Show full text]
  • HISTORY on the ROAD CLEVELAND’S HESSLER COURT by Dianne Timblin
    HISTORY ON THE ROAD CLEVELAND’S HESSLER COURT By Dianne Timblin hen you Millennia later and half a world away, turn the wood roads appeared in colonial North Wcorner onto America. Corduroy roads, named for the Hessler Court, just off cotton cloth because of its similarly ridged the Case Western appearance, provided a means of crossing Reserve University particularly muddy or swampy areas.2 In campus, the first thing a few cases, the swampy ground itself has you notice is the allowed vestiges of these roads to remain sound. Or more accu- in place for examination centuries later. In rately, the lack of it, especially when you April 2008, for example, the remains of a turn onto Hessler Court from Hessler corduroy-style log road dating to 1684 Road, the brick-paved street that runs per- were uncovered in Annapolis, Maryland.3 pendicular to it. Over the decades, the brick Canadians were first to experiment with street has buckled and cracked, and using sawed plank surfaces and in the although the brickwork remains pic- 1830s became the first North Americans turesque, the ride is bumpy and loud. to begin systematically installing plank Hessler Court, however, the last remain- roads. Residents of Onondaga County, ing wood block road in Cleveland, remains New York, liked what they saw their smooth and quiet, serving as a reminder neighbors doing and in the 1840s followed of one reason wood block paving became suit with their own.4 Planking helped a popular option on urban streets in the make rural American roads more pass- latter half of the nineteenth century.
    [Show full text]
  • Road Design and Construction Terms
    Glossary of Road Design and Construction Terms Nebraska ◆Department ◆of ◆Roads 3-C Planning The continuing, cooperative, comprehensive planning process in an urbanized area as required by federal law. (e.g. Lincoln, Omaha, or Sioux City Area Planning) 3R Project 3R stands for resurfacing, restoration and rehabilitation. These projects are designed to extend the life of an existing highway surface and to enhance highway safety. These projects usually overlay the existing surface and replace guardrails. 3R projects are generally constructed within the existing highway right-of-way. Abutment An abutment is made from concrete on piling and supports the end of a bridge deck. Access Control The extent to which the state, by law, regulates where vehicles may enter or leave the highway. Action Plan A set of general guidelines and procedures developed by each state to assure that adequate consideration is given to possible social, economic and environmental effects of proposed highway projects. All states were directed to develop this plan by the Federal Highway Administration. Adapted Grasses Grasses which are native to the area in which they are planted, but have adjusted to the conditions of the environment. Adverse Environmental Effects Those conditions which cause temporary or permanent damage to the environment. Aesthetics In the highway context, the considerations of landscaping, land use and structures to insure that the proposed highway is pleasing to the eye of the viewer from the roadway and to the viewer looking at the roadway. Aggregate Stone and gravel of various sizes which compose the major portion of the surfacing material. The sand or pebbles added to cement in making concrete.
    [Show full text]
  • Considerations for High Occupancy Vehicle (HOV) Lane to High Occupancy Toll (HOT) Lane Conversions Guidebook
    Office of Operations 21st Century Operations Using 21st Century Technology Considerations for High Occupancy Vehicle (HOV) Lane to High Occupancy Toll (HOT) Lane Conversions Guidebook U.S. Department of Transportation Federal Highway Administration June 2007 Considerations for High Occupancy Vehicle (HOV) to High Occupancy Toll (HOT) Lanes Conversions Guidebook Prepared for the HOV Pooled-Fund Study and the U.S. Department of Transportation Federal Highway Administration Prepared by HNTB Booz Allen Hamilton Inc. 8283 Greensboro Drive McLean, VA 22102 Under contract to Federal Highway Administration (FHWA) June 2007 Notice This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or the use thereof. The contents of this Report reflect the views of the contractor, who is responsible for the accu- racy of the data presented herein. The contents do not necessarily reflect the official policy of the Department of Transportation. This Report does not constitute a standard, specification, or regulation. The United States Government does not endorse products or manufacturers named herein. Trade or manufacturers’ names appear herein only because they are considered essential to the objective of this document. Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-HOP-08-034 4. Title and Subtitle 5. Report Date Consideration for High Occupancy Vehicle (HOV) to High Occupancy Toll June 2007 (HOT) Lanes Study 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Martin Sas, HNTB. Susan Carlson, HNTB Eugene Kim, Ph.D., Booz Allen Hamilton Inc.
    [Show full text]
  • Cost of Pavement Marking Materials
    Synthesis Report 2000-11 Cost of Pavement Marking Materials Technical Report Documentation Page 1. Report No. 2. 3. Recipient’s Accession No. 2000-11 4. Title and Subtitle 5. Report Date COST OF PAVEMENT MARKING MATERIALS March 2000 6. 7. Author(s) 8. Performing Organization Report No. David Montebello Jacqueline Schroeder 9. Performing Organization Name and Address 10. Project/Task/Work Unit No. SRF Consulting Group, Inc. One Carlson Parkway North, Suite 150 11. Contract (C) or Grant (G) No. Minneapolis, MN 55447 12. Sponsoring Organization Name and Address 13. Type of Report and Period Covered Minnesota Department of Transportation Final Report 395 John Ireland Boulevard Mail Stop 330 St. Paul, Minnesota 55155 14. Sponsoring Agency Code 15. Supplementary Notes 16. Abstract (Limit: 200 words) Recent changes in laws regarding the use of volatile organic compounds will impact the type of pavement marking material that many communities use to mark/delineate their roads. This report presents information on the various types of pavement marking materials available. It is intended to provide readers with sufficient data to make educated decisions regarding the selection of an appropriate pavement marking material. The report pulls together information on pavement marking material terminology, the various types of pavement marking materials, their durability and their retroreflectivity. Changes in formulas relating to laws regulating the use of volatile organic compounds are explained, as well as the impacts of those changes. Additionally, there is a list of best management practices that can be implemented to enable an agency or community to get the most value for its money.
    [Show full text]